William Graham: The Welsh Conservatives warmly welcomed last summer’s news that the Great Western main line is to be electrified. I endorse the opinion that the Valleys network into Cardiff should be a high priority for electrification once the main line is completed. This would complement existing road schemes such as the dualling of the A465, and give the Valleys a transport infrastructure more befitting the twenty-first century. It is encouraging to read Arriva Trains Wales’s view expressed in the report that the Valleys lines network is
William Graham: Yr oedd y Ceidwadwyr Cymreig yn croesawu’n fawr y newyddion a gafwyd yr haf diwethaf am y bwriad i drydaneiddio prif reilffordd Great Western. Yr wyf yn cefnogi’r farn y dylid rhoi blaenoriaeth uchel i drydaneiddio rhwydwaith y Cymoedd i mewn i Gaerdydd wedi i’r gwaith ar y brif reilffordd orffen. Byddai hynny’n ategu cynlluniau ffyrdd sy’n bodoli eisoes, megis gwneud yr A465 yn ffordd ddeuol, a byddai’n sicrhau bod y Cymoedd yn cael seilwaith trafnidiaeth sy’n fwy addas i’r unfed ganrif ar hugain. Mae’n galonogol darllen y farn a fynegwyd gan Drenau Arriva Cymru yn yr adroddiad, sef bod rhwydwaith rheilffyrdd y Cymoedd yn
‘reasonably self-contained and could therefore benefit from electrification and appropriate rolling stock’.
gymharol hunangynhwysol ac y gallai, felly, elwa o drydaneiddio a chael cerbydau priodol.
It is to be hoped that the Deputy First Minister and Minister for the Economy and Transport retains his enthusiasm for this project in a tighter public spending environment. I would further urge the Assembly Government to appeal again to the UK Government to alter its plans for a high-speed line to Birmingham that leaves Wales out of the social, economic and regeneration benefits of high-speed rail.
Gobeithio y bydd y Dirprwy Brif Weinidog a’r Gweinidog dros yr Economi a Thrafnidiaeth yr un mor frwdfrydig ynghylch y prosiect hwn mewn amgylchedd lle mae gwariant cyhoeddus yn dynnach. Byddwn hefyd yn annog Llywodraeth y Cynulliad i apelio eto ar Lywodraeth y DU i newid ei chynlluniau ar gyfer rheilffordd gyflym i Birmingham, sy’n golygu nad yw Cymru’n cael rhannu manteision cymdeithasol ac economaidd rheilffyrdd cyflym, a’u manteision o safbwynt adfywio.
The report raises, at point 32, important questions regarding the future of rail crossing the Severn; without action, we may see the Severn tunnel become to rail what the Brynglas tunnels are to motorway journeys.
Ym mhwynt 32, mae’r adroddiad yn codi cwestiynau pwysig am ddyfodol croesi afon Hafren ar drên; os na fydd gweithredu, mae’n bosibl y bydd twnnel Hafren yn achosi’r un broblem i reilffordd ag y mae twnelau Bryn-glas yn ei chreu i draffyrdd.
The committee report also highlights, at point 63, that there remain a number of stations, such as Ystrad Mynach, where wheelchair passengers are unable to access trains to Cardiff. While it is recognised that because footfall is the qualifying criterion for infrastructure that complies with the Disability Discrimination Act 1995, the station, and others like it, will not be improved. There is a clear need to factor in the needs of passengers with disabilities to a greater extent than has previously been the case. Never again should we have a repeat of the situation when a new platform is opened at a major rail hub without wheelchair access, as happened when platform 4 was opened at Newport railway station in 2007. Overall, no railway station in south-east Wales has both disabled access to all platforms and accessible lavatory facilities. This region also has the highest percentage—80 per cent—of unmanned stations. Of the other six stations, five have a ticket office only. Most famously, the Welsh Assembly Government funded platform 4 at Newport station, where wheelchair access by taxi has to be arranged by station staff. The situation is little better in many of the region’s other rail stations. Chepstow station has access to the Newport-bound platform via a steep footbridge. Abergavenny station has access to Newport-bound platforms via a footbridge with 45 steps, or the incredible indignity of a barrow crossing during ticket office hours.
Ym mhwynt 63, mae adroddiad y pwyllgor yn tynnu sylw hefyd at y ffaith bod nifer o orsafoedd o hyd, megis gorsaf Ystrad Mynach, lle nad yw teithwyr mewn cadair olwyn yn gallu cyrraedd trenau i Gaerdydd. Cydnabyddir na chaiff yr orsaf hon, a gorsafoedd eraill tebyg, eu gwella gan mai nifer y teithwyr yw’r maen prawf cymhwyso ar gyfer seilwaith sy’n cydymffurfio â Deddf Gwahaniaethu ar Sail Anabledd 1995. Er hynny, mae’n amlwg bod angen ystyried anghenion teithwyr ag anableddau’n fwy helaeth nag a wnaed yn flaenorol. Ni ddylem weld sefyllfa byth eto lle caiff platfform newydd ei agor mewn canolfan reilffordd o bwys, heb fynediad i gadeiriau olwyn, fel a ddigwyddodd pan agorwyd platfform 4 yng ngorsaf reilffordd Casnewydd yn 2007. At ei gilydd, nid oes gan yr un orsaf reilffordd yn y de-ddwyrain doiledau hygyrch a modd i bobl anabl gael mynediad i bob platfform. Y rhanbarth hwn hefyd sydd â’r ganran uchaf—80 y cant—o orsafoedd heb staff. O’r chwe gorsaf arall, dim ond swyddfa docynnau sydd gan bump ohonynt. Yr achos enwocaf yw hwnnw lle ariannodd Llywodraeth y Cynulliad blatfform 4 yng ngorsaf Casnewydd, lle mae’n rhaid i fynediad i gadeiriau olwyn drwy ddefnyddio tacsi gael ei drefnu gan staff yr orsaf. Nid yw’r sefyllfa fawr gwell mewn nifer o orsafoedd rheilffyrdd eraill yn y rhanbarth. Yng ngorsaf Cas-gwent, rhaid defnyddio pont droed serth i gyrraedd y platfform ar gyfer trenau i gyfeiriad Casnewydd. Yn y Fenni, rhaid defnyddio pont droed gyda 45 o risiau i gyrraedd y platfformau ar gyfer trenau i gyfeiriad Casnewydd, neu ddioddef y sarhad o ddefnyddio croesfan nwyddau pan fydd y swyddfa docynnau ar agor.
Jeff Cuthbert: I am grateful to William Graham for taking an intervention. In the case of Ystrad Mynach station—and you referred to the figures on footfall—would you agree that local people who are disabled and use wheelchairs know that they cannot get onto the Cardiff-bound train? Therefore, they are not using the station. Consequently, to use current footfall as a guide to potential future usage is meaningless.
Jeff Cuthbert: Yr wyf yn ddiolchgar i William Graham am dderbyn ymyriad. Yn achos gorsaf Ystrad Mynach—yr oeddech yn cyfeirio at y ffigurau ar gyfer nifer y teithwyr—a fyddech yn cytuno bod pobl leol sy’n anabl ac sy’n defnyddio cadair olwyn yn gwybod na allant gyrraedd trenau sy’n mynd i gyfeiriad Caerdydd? Felly, nid ydynt yn defnyddio’r orsaf. O ganlyniad, mae’n ddiystyr defnyddio ffigurau ar gyfer nifer y teithwyr ar hyn o bryd i awgrymu’r nifer a allai ddefnyddio’r orsaf yn y dyfodol.
William Graham:I wholly agree, and I think that the criteria should be changed. After all, we are trying to achieve access for disabled people, regardless of whether they are local or not.
William Graham: Yr wyf yn cytuno’n llwyr, a chredaf y dylid newid y meini prawf. Wedi’r cyfan, yr ydym yn ceisio sicrhau mynediad i bobl anabl, boed yn bobl leol ai peidio.
Pontypool and New Inn station has access to both platforms via a flight of 24 steps. Caerphilly station has access to the Rhymney-bound platform via either a footbridge or a long ramp steeper than 1:12. At Caldicot station, both platforms are only accessible by a ramp steeper than 1:12. Only two of the 30 stations in south-east Wales have lavatory facilities accessible to disabled people.
Rhaid dringo 24 o risiau i gyrraedd y ddau blatfform yng ngorsaf Pont-y-pŵl a New Inn. Yng ngorsaf Caerffili, rhaid defnyddio pont droed neu ramp hir sy’n fwy serth nag 1:12 i gyrraedd y platfform ar gyfer trenau i gyfeiriad Rhymni. Yng ngorsaf Cil-y-coed, defnyddio ramp sy’n fwy serth nag 1:12 yw’r unig ffordd i gyrraedd y ddau blatfform. Dwy yn unig o’r 30 o orsafoedd yn y de-ddwyrain sydd â thoiledau sy’n gyfleus i bobl anabl.
Most of us only need to enquire about the time of a train and the cost of the fare; a wheelchair user has to know whether there is access to the platform, assistance at their destination, a platform lift and will it be working? There are currently too many stations in the region where platform lifts are closed in the evening. However, Network Rail should be congratulated on the tremendous success of the refurbishment of Newport station to provide a positive first impression of the city and of Wales for many overseas visitors to this October’s Ryder Cup.
Y cyfan y mae angen i’r rhan fwyaf ohonom holi yn ei gylch yw amser y trên a phris y tocyn; rhaid i rywun sy’n defnyddio cadair olwyn wybod a all gyrraedd y platfform, a fydd cymorth ar gael ar ben y daith, a oes lifft i’r platfform, ac a fydd yn gweithio? Ar hyn o bryd mae gormod o orsafoedd yn y rhanbarth lle caiff y lifftiau i’r platfformau eu cau gyda’r nos. Fodd bynnag, dylid llongyfarch Network Rail ar lwyddiant ysgubol y gwaith ailwampio yng ngorsaf Casnewydd i gyfleu argraff gyntaf gadarnhaol o’r ddinas ac o Gymru i lawer o ymwelwyr o dramor a fydd yn dod i gystadleuaeth y Cwpan Ryder ym mis Hydref eleni.
It is a little disappointing that the report did not probe the circumstances surrounding the many false dawns for the opening of the line between Ebbw Vale Parkway and Newport station. While the success of the Ebbw Vale-Cardiff link in far exceeding initial passenger estimates is a major achievement, it simultaneously highlights the urgency to complete the Newport-Ebbw Vale link. The first National Assembly Government announced the Newport-Ebbw Vale rail link as an integral part of the Corus steelworks regeneration programme, which was designed to maximise inward investment and enhance social benefits throughout south-east Wales. The delay in introducing this service has unquestionably impeded us in realising the full potential to develop the economy of south-east Wales and attract further visitors.
Braidd yn siomedig yw’r ffaith nad ymchwiliodd yr adroddiad i’r amgylchiadau’n gysylltiedig â’r troeon y drylliwyd gobeithion o agor y rheilffordd rhwng Parcffordd Glynebwy a gorsaf Casnewydd. Er bod llwyddiant y cyswllt rhwng Glynebwy a Chaerdydd, sydd wedi denu mwy o lawer o deithwyr nag a ragwelwyd i ddechrau, yn llwyddiant mawr, mae hefyd yn dangos bod angen cwblhau’r cyswllt rhwng Casnewydd a Glynebwy ar frys. Cyhoeddodd Llywodraeth gyntaf y Cynulliad fod y cyswllt rheilffordd rhwng Casnewydd a Glynebwy yn rhan hanfodol o raglen adfywio gwaith dur Corus. Bwriad y rhaglen honno oedd sicrhau cymaint o fewnfuddsoddi ag a oedd yn bosibl a gwella manteision cymdeithasol trwy’r de-ddwyrain i gyd. Nid oes amheuaeth nad yw’r oedi cyn cyflwyno’r gwasanaeth hwn wedi ein rhwystro rhag gwireddu’r potensial llawn i ddatblygu economi’r de-ddwyrain ac i ddenu mwy o ymwelwyr.
When I questioned the previous First Minister on this issue last October, he explained that the Assembly is waiting for Network Rail to complete re-signalling work, which is expected to be completed early this year. There was no guarantee that the Newport-Ebbw Vale rail service would be operational in time for the Ryder Cup or the National Eisteddfod. Will the Deputy First Minister take the opportunity in his response to clarify the date on which he expects the Newport-Ebbw Vale link to commence carrying passengers, and will he also give an update on any future plans to provide an additional service from Newport to Abergavenny, with a reopened station at Caerleon?
Pan holais y cyn-Brif Weinidog am y mater fis Hydref diwethaf, eglurodd fod y Cynulliad yn aros i Network Rail gwblhau’r gwaith o ailosod signalau, y mae disgwyl iddo gael ei gwblhau’n gynnar eleni. Ni chafwyd dim sicrwydd y byddai gwasanaeth rheilffordd rhwng Casnewydd a Glynebwy ar waith mewn pryd ar gyfer cystadleuaeth y Cwpan Ryder na’r Eisteddfod Genedlaethol. A wnaiff y Dirprwy Brif Weinidog gymryd y cyfle yn ei ymateb i ddweud ar ba ddyddiad y mae’n disgwyl i’r cyswllt rhwng Casnewydd a Glynebwy ddechrau cludo teithwyr, ac a wnaiff hefyd roi’r wybodaeth ddiweddaraf am unrhyw gynlluniau i ddarparu gwasanaeth ychwanegol o Gasnewydd i’r Fenni yn y dyfodol, gyda gorsaf wedi’i hailagor yng Nghaerllion?
We welcome the fact that the Deputy First Minister has accepted many of the report’s recommendations. Giving the Welsh Government parity with the Scottish Government regarding powers to direct Network Rail’s investment may prevent the situation that we see today where some regular services to and from Wales only operate between London and Swindon, or have been cancelled completely, so as to carry people to the Cheltenham Festival. As the general manger of Chepstow Racecourse observed today, this is particularly disappointing when one considers that at the time of the Welsh National at Chepstow in December, the line was closed for maintenance work.
Yr ydym yn croesawu’r ffaith fod y Dirprwy Brif Weinidog wedi derbyn nifer o argymhellion yr adroddiad. Gallai sicrhau cydraddoldeb rhwng Llywodraeth Cymru a Llywodraeth yr Alban yng nghyswllt pwerau i gyfarwyddo buddsoddiad Network Rail atal y sefyllfa a welwn heddiw, lle mae rhai gwasanaethau rheolaidd i Gymru ac o Gymru yn gweithredu rhwng Llundain a Swindon yn unig, neu wedi’u canslo’n llwyr, er mwyn cludo pobl i ŵyl Cheltenham. Fel y dywedodd rheolwr cyffredinol Cae Rasio Cas-gwent heddiw, mae hynny’n arbennig o siomedig o gofio bod y rheilffordd wedi’i chau ar gyfer gwaith cynnal a chadw adeg Ras Fawr Genedlaethol Cymru yng Nghas-gwent ym mis Rhagfyr.
The Welsh Conservatives’ goal is to ensure that the rail industry works more efficiently and cohesively, so that it delivers what passengers and goods distributors require. We need a stronger, more unified cross-industry focus on tackling overcrowding and keeping costs down. That will help to reduce the pressure of rising fares and provide better value for money.
Nod y Ceidwadwyr Cymreig yw sicrhau bod y diwydiant rheilffyrdd yn gweithio’n fwy effeithlon ac yn fwy cydlynol, er mwyn darparu’r hyn y mae ei angen ar deithwyr a dosbarthwyr nwyddau. Mae arnom angen ffocws cryfach, mwy unedig ar draws y diwydiant ar fynd i’r afael â threnau gorlawn a chadw costau i lawr. Bydd hynny’n helpu lleihau’r pwysau a achosir gan gynnydd ym mhrisiau tocynnau, a bydd yn darparu gwell gwerth am arian.
Y Llywydd: Trefn. Yr ydym wedi dod i ddiwedd yr amser a ddynodwyd ar gyfer y busnes hwn, ond, oherwydd y diddordeb, yr wyf wedi penderfynu defnyddio hynny o ddisgresiwn sydd gennyf i alw’r Aelodau eraill sydd wedi gofyn i siarad. Gofynnaf i’r Aelodau hynny siarad yn weddol gryno, gan ragweld na fydd y busnes sydd i ddilyn yn cymryd yr amser llawn sydd wedi’i ddynodi ar ei gyfer. Galwaf ar Nerys Evans i siarad nesaf.
The Presiding Officer: Order. We have reached the end of the time allocated for this item of business, but because of the interest in the issue, I have decided to use what discretion I have to call the other Members who have sought to contribute. I would ask those Members to be brief, while anticipating that the remaining business timetabled for this afternoon does not take the full time allocated for it. I call Nerys Evans to speak next.
Nerys Evans:Fel aelod o’r pwyllgor, yr wyf yn falch iawn o gael cyfrannu at y drafodaeth. Hoffwn ategu sylwadau David Melding ynglŷn â natur y pwyllgor a’r dystiolaeth yr ydym wedi’i derbyn, ac am y ffordd y mae’r pwyllgor yn gweithredu. Diolchaf i Gareth a’r staff am hynny.
Nerys Evans: As a member of the committee, I am very pleased to be able to contribute to this debate. I should like to endorse the comments made by David Melding about the nature of the committee and the evidence we have received, and about the way in which the committee operates. I thank Gareth and the staff for that.
Fel y mae pawb wedi ei ddweud, mae’r ymchwiliad yn un pwysig iawn, ac mae’n ddarn o waith arwyddocaol. Mae’r sefyllfa yn un gymhleth. Ers Deddf Rheilffyrdd 2005, mae Llywodraeth Cymru wedi bod yn gyfrifol am fasnachfraint Trenau Arriva Wales ac wedi derbyn cyllid oddi wrth Llywodraeth Prydain i’w chyllido. Yr ydym eisoes wedi clywed am broblem sylfaenol y fasnachfraint honno. Mae gan Lywodraeth Cymru bwerau i gyllido gwaith i wella isadeiledd rheilffyrdd o fewn y gyllideb graidd, ond nid yw’r cyfrifoldeb ar gyfer dynodi allbynnau gan Network Rail, sydd yn berchen ac yn gofalu am y trac, y gorsafoedd ac yn y blaen, wedi’i ddatganoli ac, felly, mae’n dal i orwedd gyda Llywodraeth Prydain. Felly, mae cynllunio ar gyfer gwella isadeiledd rheilffyrdd yn dibynnu’n bennaf ar ddylanwadu ar flaenoriaethau yr Adran Drafnidiaeth Llywodraeth Llundain a dylanwadu ar gyllid Nework Rail. Yr ydym wedi crybwyll elfennau eraill, megis porthladdoedd, lle nad yw’r cyfrifoldeb wedi’i datganoli. Daeth y cymhlethdodau i’r amlwg yn ystod yr ymchwiliad, fel y soniodd David, wrth inni drafod gyda Network Rail, yn enwedig wrth inni holi’r cynrychiolwyr faint o gyllid yr oeddynt yn ei wario yng Nghymru. Nid oeddent yn gallu ateb y cwestiwn hwnnw.
As everyone has said, the inquiry is very important, and it is a significant piece of work. The situation is a very complex one. Since the Railways Act 2005, the Welsh Government has been responsible for the Arriva Trains Wales franchise and has received funding from the British Government for that purpose. We have heard of the fundamental problem with the franchise. The Welsh Government also has powers to fund improvements to the railway infrastructure within its core budget, but responsibility for allocating outputs from Network Rail, which owns and maintains the track, stations and so on, is not devolved, and it therefore lies with the British Government. So, planning for infrastructure improvements depends primarily on influencing the priorities of the Department for Transport in London and Network Rail expenditure. We have mentioned other elements such as ports, responsibility for which is, again, non-devolved. The complexities came to light during the inquiry, as David mentioned, and in our discussions with Network Rail, particularly when we asked its representatives how much of its budget is spent in Wales. Indeed, they could not answer that question.
Yr wyf hefyd am sôn am elfen bwysig i mi fel Aelod sy’n cynrychioli gorllewin Cymru. Clywsom dystiolaeth yn y pwyllgor—ac yr wyf yn llawn ymwybodol o hyn fel rhywun sy’n byw yn y gorllewin—am yr angen i wella gwasanaethau trên i Abergwaun. Yr ydym wedi gweld ymgyrchoedd lleol a chyflwynwyd deiseb i’r Cynulliad. Deallaf o’ch ymateb i’r argymhelliad nad ydych chi, Ddirprwy Brif Weinidog, am fanylu ar un cynllun, ond fe’ch anogaf, wrth ystyried y cynlluniau hyn yn ehangach, i edrych ar yr angen i gynyddu’r gwasanaethau i’r gorllewin. Os taw’r bwriad yw denu mwy o bobl i ddefnyddio’r rheilffyrdd yn hytrach na’u ceir, mae’n rhaid i’r gwasanaethau rheilffyrdd fod ar gael yn y lle cyntaf. Mae diffygion mawr ar hyn o bryd.
I wish to mention an aspect which I as a Member representing west Wales consider important. We heard evidence in committee—and I am fully aware of this as someone who lives in west Wales—of the need to improve train services to Fishguard. We have seen local campaigns and a petition submitted to the Assembly. I understand from your response to the recommendation, Deputy First Minister, that you do not wish to go into any detail on a single scheme, but I would urge you, when you consider these schemes in a broader sense, to look at the need to increase services to west Wales. If the intention is to attract more people onto the railways and out of their cars, then the rail services must be available in the first place. There are great deficiencies at present.
4.00 p.m.
A symud ymlaen, mae sawl argymhelliad, ac nid oes amser i sôn amdanynt i gyd, ond hoffwn grybwyll dau ohonynt. Un o straeon mawr yr wythnos diwethaf oedd datganiad Llywodraeth y Deyrnas Unedig am drenau cyflymder uchel a’r bwriad i flaenoriaethu Lloegr—wrth gwrs. Nid oedd sôn o gwbl am Gymru. Y bwriad yw datblygu llinell i’r Alban drwy ganolbarth a gogledd Lloegr, ond nid oes uchelgais o gwbl gan Lywodraeth y Deyrnas Unedig i ddatblygu gwasanaeth trenau cyflym i Gymru. O dan y cynlluniau hynny, bydd Cymru dan anfantais economaidd enfawr. Yn wir, hi fydd yr unig ran o Brydain sydd heb ei chysylltu â rhwydwaith Ewrop. Mae hynny’n profi bod Llywodraeth Llundain yn anwybyddu anghenion Cymru.
To move on, there are several recommendations, and there is no time to cover them all, but I wish to mention two. One of the big stories last week was the announcement by the UK Government about high-speed trains and its intention to prioritise England—of course. There was no mention whatsoever of Wales. The intention is to create a line to Scotland through the midlands and northern England, but the UK Government has no ambitions to develop a high-speed train service for Wales. Under these plans, Wales will be severely disadvantaged in economic terms. Indeed, we will be the only part of Britain that is not connected to the European network. That proves that the London Government ignores the needs of Wales.
O ran yr angen i drydaneiddio’r rheilffyrdd, mae’n newyddion da iawn bod llinell First Great Western i gael ei thrydaneiddio hyd Abertawe, ond gadewch inni roi hynny yn ei gyd-destun. Ar hyn o bryd, fel y dywedodd David Melding, nid oes yr un rheilffordd yng Nghymru wedi’i drydaneiddio, tra mae 35 y cant o’r seilwaith ar hyd y Deyrnas Unedig wedi’i drydaneiddio. Mae cynllun gwaith Network Rail yn ystyried trydaneiddio 16 llinell yn yr Alban, a dim ond un sy’n cael ystyriaeth i Gymru. Fel y dywedais, yr wyf yn falch iawn y bydd y gwaith hwn yn digwydd, ond ble mae’r uchelgais i Gymru? Yn anffodus, rhaid inni ddibynnu ar eraill i gyflawni’r hyn sy’n hynod bwysig i ni, a disgwylir inni fod yn ddiolchgar am un cynllun, er bod cynlluniau mwy uchelgeisiol a manteisiol o lawer yn cael eu datblygu ar gyfer Lloegr a’r Alban. Y disgwyl yw inni fod yn ddiolchgar ac yn hapus gydag un cynllun. Mae’n glir nad yw blaenoriaethau Cymru yn cael eu hadlewyrchu yng ngwaith Network Rail na’r Adran Drafnidiaeth yn Llundain. Mae’n hynod bwysig felly fod argymhelliad 19 yn cael ei wireddu, sef bod Llywodraeth Cymru yn cael yr un pwerau â Senedd yr Alban, yn ogystal â’r cyllid cyfatebol, un ai drwy ddiwygio Deddf Rheilffyrdd 2005 neu Ddeddf newydd.
On the need to electrify the railways, it is very good news that the First Great Western line is to be electrified as far as Swansea, but let us put that in context. Currently, as David Melding mentioned, no part of the railway in Wales is electrified, although some 35 per cent of the infrastructure across Britain is. Network Rail, in its work programme, is considering electrifying 16 lines in Scotland, but only one is being considered for Wales. As I said, I am very pleased that this work is to be done, but where is the ambition for Wales? Unfortunately, we have to depend on others to deliver what is extremely important to us, and we are expected to be grateful for one scheme, although far more ambitious and beneficial schemes are being developed for England and Scotland. We are expected to be grateful and happy with a single scheme. It is clear that the priorities of Wales are not reflected in the work of Network Rail or the Department for Transport in London. Therefore, it is extremely important that recommendation 19 be implemented, namely that the Welsh Government be given the same powers as the Scottish Parliament, as well as match funding, either by way of an amendment to the Railways Act 2005 or through a new Act.
Mae’n amlwg bod gan yr Alban lais cryf, gan fod ei blaenoriaethau hi’n cael llawer mwy o sylw ar lefel Brydeinig na’n rhai ni. Mae’r datblygiadau yno yn uchelgeisiol iawn—
It is evident that Scotland has a strong voice and that there is much greater attention to its priorities than ours on a UK level. The developments there are very ambitious—
